Rail.



E. E. SLICK".

RAIL.

APPLICATION FILED IEB. 2,-1914.

v 1 093 212. Patented Apr. 14, 1914.

1 M ATM/MHZ;

COLUMBIA PLANOGRAPH CO WASHINOTONrD- I.

UNITED STATE PAT RAIL.

Specification of Letters Patent.

Patented Apr. 14, 1914:.

Application filed February 2, 1914. Serial No. 815,863.

oiiice address is J ohnstown, Pennsylvania,)

have invented certain new and useful Inr provements in Rails; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in rails which are adapted for use on standard railways, street railways, traction lines and other tracks.

One of the essential features of my invention consists in constructing a compound rail, the head or tread portion of which is of massive or compact form and outline, and is preferably made of hard and tough steel which is adapted to withstand wear and service.

The girder or supporting member of my rail may be made of the beam or channel type, as preferred, and of soft or medium steel, the section, depth and properties being regulated to meet the demands of the loads and service to which the compound rail will be subjected.

In order to be sure of providing a safe and strong construction and one which will lend itself readily to maintenance, I prefer to form the supporting member of a strength in itself sufiicient to carry the loads of the rolling stock to the ties or substructure, leaving the head portion to resist the wear and friction. In certain cases, however, I may figure upon the head portion and the supporting or girder member working conjointly to carry the loads, as by my manner of joining these two portions, they are made substantially as one.

Having thus given a general description of my invention, I will now, in order to make the matter more clear, refer to the accompanying drawings, in which like figures represent like parts.

Figure 1 is a side elevation of a portion of one rail of a railway track, showing my improved construction, the bottom member in this figure being of girder or modified I- beam form. Fig. 2 is a vertical cross section on the line IIII of Fig. 1 showing one form of section of my construction. Fig. 3

is a view similar to Fig. 2 showing a slight variation in the conformation of the connection between the two main portions of my rail. Fig. 4: is a cross section of a form of my rail in which clamp bars are provided only on one side, the other side of the head of the rail being interlocked directly with an inturned lip or looking flange formed on and integral with the supporting girder section. Fig. 5 is a cross section of a form of my rail similar to that shown in Fig. at, except that the flange on the right hand side of the head portion is slightly longer, so that the vertical center line of the head portion and that of the supporting or girder portion are coincident, in which respect the rail in Fig. 5 resembles those shown in Figs. 2 and 3. The sections of the supporting members in Figs. 2 and 5 are the same, although the head portions differ as shown. Fig. 6 is another form of my rail, the lower portion of which is of inverted U or channel form, the upper or tread portion and the connections being the same as those of Fig. 2. Fig.

7 is a fragmentary view of the form of my rail similar to that shown in Fig. 6, with the exception, however, that this has only a clamp bar on one side, being the same in this respect as the construction shown in Fig. 4. Fig. 8 is a form of my compound rail, the head portion of which is of the grooved girder type, the connection between this and the I-beam supporting member being similar to that illustrated in Figs. 2, 3 and 6, although, if desired, the connection in this case may be made as in Figs. 4, 5 or 7.

Referring now to the various characters of reference on the drawings, 1 represents a rail head of form adapted for use on standard railroads, or as a center bearing rail for street railways or traction roads.

2 represents grooves formed in the sides of the heads, thereby providing small or rudimentary flanges extending laterally from the lower portions of the rail heads, said flanges having surfaces 3, preferably somewhat inclined from the horizontal and adapted to cooperate with a clamp bar for the purpose of securing the head portion and girder or base portion together.

As shown in various views, the ends of certain of the small or rudimentary flanges of the rail heads are preferably slightly inclined from the vertical, as indicated at 4c,

this inclination extending inwardly toward the rail center from the upper and outer portion of said flanges, thus providing a more secure hold for the clamp bar on that side, after the fashion of a dove-tail.

5 represents the clamp bar which may be made of the same length as the rails, and which break joints with the same, this clamp bar being, in general, originally formed with an upwardly extending comparatively thin portion as shown in dotted lines, and with an inner beveled edge adapted to fit against the inclined surface at of the rudimentary rail flange. The clamp bar 5 has a bead. or projection 6 on the lower outer portion of its surface adapted to fit into a corresponding groove formed by the turned over portion or looking flange of the supporting members.

The form of I-beam or girder support is generally indicated as 7, which is provided with upper flanges 8 with integral upwardly extending inturned projections or locking flanges 19, web 10 and lower base flanges 11. As shown in Fig. 8, the clamp bar is of modified. and more compact section, the lower portion of which is indicated at 12 adapted to fit into a groove of corresponding shape formed by the inwardly turned ends or looking flanges 9 formed integral with the upper flanges 8 of the base portion of thesupporting member, the upper portion of the clamp bar in this figure being indicated as 13.

As shown in Fig. 4:, the righthand lower rudimentary flange of the head portion, indicated as 14, is adapted to fit directly in the corresponding groove formed in the inturned end of the locking flange 9 which is formed integral with the upper flange 8 of the supporting member. In Fig. 5 the righthand flange of the rail head is indicated as 15, this flange being longer than the others, whereby only one looking bar is required, although the base member is the same as in Fig. 2.

Referring now to Figs. 6 and 7, the inverted U or channel-shaped supporting member is indicated generally as 16 provided with two webs, each indicated as 17 and the upper flange 18 is provided with upwardly projecting inturned locking flanges 19 adapted to cooperate with the clamp bars 5 and the project-ions 6 on the lower portions of the same; the lower flanges of the base or supporting member of Fig. 6 being indicated as 20.

As shown in Fig. 7, 21 represents a comparatively small upwardly and inwardly projecting locking flange adapted to contact with and secure the tread portion of a rail by contact with the lower rudimentary flange on one side thereof.

Splice bars for connecting the ends of the adjacent portions of my supporting member or girder section are indicated as 22, the

splice bolts therefor are 23; and 24 represents the tread portion of the head of the grooved girder rail shown in Fig. 8.

I prefer to form the head portions of the rails of hard tough steel and to make the girder or supporting member of medium or structural steel, whereby the head, which is subjected to wear, will withstand such service and the lower portion which carries the weight is well adapted to do so and to transmit the loads fromthe rolling stock to the road-bed.

In placing my rails in position I prefer to set the supporting ties securely and line the supporting members thereon in any well known manner, then place the clamping bar or bars in position as shown, then place the rail head in position on the upper flange of the supporting member, and then bend down the upwardly projecting portions of the clamp bars to the positions shownby full and hatched lines on the drawings. The supporting bars are generally in the first instance formed to the shape indicated by the dotted lines in the drawings and afterward rolled down into the positions shown by the full lines. I can do this by hammering, but prefer to perform this operation by a t 'aversing rolling machine which exerts a rolling pressure on the outer and upper sur 9 faces of the clamp bars and may repeat this rolling as often as necessary to secure the rail heads firmly in their positions. I may also apply this rolling pressure to the looking flanges 9, 19 and 21 to further make the connection very tight.

In cases where clamp bars are used on both sides of the ail, as in Figs. 2, 3, 6 and 8,

one of these clamp bars may be originally formed to the shape shown by full lines, and the other by the full and dotted lines. The clamp bars are then placed in position, the rail inserted in place between them by lowering with a slight rotation, if necessary, and the connection made tight by rolling one or both clamp bars as desired.

hen a rail head becomes worn from excessive use, I cut the clamp bar preferably by means of a rolling cutter, which allows the worn rail to be withdrawn, and a new one can be put into its place by operations similar to those previously described.

is shown in Figs. 4, 5 and 7, I use only a clamp bar on one side of the rail, the other side being secured under the bent over projections or locking flanges 9 of Figs. 4C and 5 and the somewhat similar locking flange 21 of Fig. 7.

By means of my construction the lower or supporting member is maintained in position in the road-bed and none of its flanges nor other portions need be bent nor disturbed in any manner in order to place a new or remove a wornout rail head.

The clamp bars may be made of medium or of comparatively soft steel which will allow them to be bent readily to the forms desired and this is accomplished more easily, economically and surely than to attempt to bend over rail flanges or other portions of A line of the tread portion ofthe rail head co incides substantially with the center line of the base member and the line which is central'between the grooves formed by the looking flange, all as indicated by dot-and-dash lines on the drawings. In Figs. 4, 7 and 8, the center line of the head or tread portion and the line which is central between the groove formed by the locking member, do not coincide, but are slightly offset, as shown by dot-and-dash lines in these figures. The center of the tread of Fig. 4 is, however, substantially central with the web 10 of the supporting member, so that the load is normally carried directly by the web. It should be noted that the upper flange 8 of Fig. 4, and the upper flange 8 of Fig. 8 is slightly longer than the corresponding upper flange on the opposite side of the respective webs, the idea being to centralize or more nearly centralize the tread portion with the web in order to provide a direct support for the rolling loads.

Although I have shown and described my improvements in considerable detail, I do not wish to be limited to the exact and speciflc details shown and described, but may use such substitutes, modifications or equivalents thereof, as are embraced within the scope of my invention, or as pointed out in the claims.

Having thus described my invention, what I claim and desire to secure by Letters Patent is l. A compound rail comprising a head portion, a base portion provided with a locking flange, a clamping bar adapted to be held by said locking flange, a portion of said clamping bar being bent into contact with said head portion.

2. A compound rail comprising a head portion, a base portion provided with integral locking flanges on the edges thereof, clamping bars adapted to be held by said locking flanges, portions of said clamping bars being bent into contact with said head portion.

3. A compound rail comprising a head portion with small flanges on the sides thereof, a base portion provided with integral locking flanges on the edges thereof, one of said locking flanges extending over one of the head flanges aforesaid, a clamping bar adapted to be held by the other locking flange, a part of said bar being bent over the other one of the head flanges. V 4-. A compound rail comprising a compact head portion, comparatively small integral flanges on the lower edges thereof, a base portion provided with integral locking flanges, clamping bars adapted to be held by saidilocking flanges and bent into contact with the flanges of the head portion.

5. A compound rail comprising a head portion, comparatively small flanges on the lower edges thereof, a girder base portion, the upper flanges of which are provided with integral locking flanges, clamping bars adapted to be held by said locking flanges and bent into contact with the flanges of the head portion.

6. A compound rail comprising a compact head portion with longitudinally grooved sides forming small flanges on the lower edges thereof, a girder base portion, the edges of the upper flange of which project upwardly and inwardly forming integral locking flanges, clamping bars adapted to be held by said locking flanges and bent into contact with the flanges of the head portion.

7. A compound rail comprising a compact head portion, provided with small flanges on the lower edges thereof, a girder base portion provided with an upper flange, the edges of which are turned upwardly and inwardly, thereby forming integral locking flanges, clamping bars provided with beads or projections on the lower sides adapted to fit under said locking flanges, the upper portions of said clamping bars being bent into contact with the head flanges aforesaid.

8. A compound rail comprising a compact head portion, provided with small flanges on the lower edges thereof, a girder base portion provided with an upper flange, the edges of which are turned upwardly and inwardly, thereby forming integral locking flanges, a clamping bar provided with a bead or projection on its lower side adapted to fit under one of said locking flanges, the upper portion of said clamping bar being bent into contact with one of the head flanges aforesaid.

9. A compound rail comprising a compact head portion of hard tough material, provided with comparatively small flanges on the lower side edges thereof, a girder base portion of softer material provided with an upper flange, the edges of which are upwardly and inwardly turned, thereby forming locking flanges, the portion between said locking flanges being adapted to serve as a seat for the rail head, clamping bars, portions of which are adapted to fit under and to be held by said locking flanges, other portions of said clamping bars being bentinto contact with the head flanges aforesaid.

10. A compound rail comprising a head portion of hard material, a girder base portion of softer material, said base portion be ing provided with a locking flange formed integral therewith, a clamping bar adapted to be held by said locking flange, a portion of said clamping bar being bent into contact with said head portion.

11. A compound rail comprising a compact head port-ion provided with a flat bottom and rudimentary flanges extending laterally of the lower edges thereof, a girder base portion, the edges of the upper flange of which are upwardly and inwardly turned forming locking members, the portion of said upper flange between the same being adapted to provide a rail seat, clamping bars provided with a bead or projection on their lower sides adapted to fit under said locking members, the upper portions of said clamping bars being bent into contact with the flanges of the head portion aforesaid.

12. A compound rail comprising a head portion, small flanges on the lower edges thereof, one of said small flanges having its outer edge sloping downwardly and inwardly, a base portion provided with a locking flange, a clamping bar, one side of which is adapted to fit under and be held by said locking flange, the other side of said bar be I ing beveled to conform to the sloping edge of the head flange aforesaid, a portion of said clamping bar being bent into contact with the upper surface of said head flange.

13. A compound rail comprising a head portion, a base portion provided with an inwardly turned locking flange, a clamping bar of comparatively smallcross section adapted to be held by said locking flange, a portion of said clamping bar being bent into contact with said head portion.

14. A compound rail comprising a head portion, comparatively small lateral flanges on the lower edges thereof, a girder base portion, the edges of the flange of which are upwardly and inwardly turned, thereby forming locking flanges, clamping bars of comparatively small section adapted to be held by said locking flanges, one portion of said clamping bars being bent into contact with the upper surfaces of the head flanges aforesaid. V

In testimony whereof hereto afl'ux my signature in the presence of two witnesses.

EDWIN E. sLIoK.

Witnesses: r

' A.. DIX Trr'rLE,

PLUMA F. LQNGSHORE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

